Hydraulic vehicle brake safety control



Sept. 16, 1941.

G. C. MOSHER, HYDRAULIC VEHICLE BRAKE SAFETY CONTROL Filed Dec. 23, 1940 ably disposed expand'ab 'nected with the reci unit.

Patented Sept. 16, 1941 UNITED STAT I Grover C. Mosher, Duluth, Minn.

" --*Appueeuonheeember-za, 1940, Serial No. 311,425 s-clelms'. (01. 188-152) This invention relates to electric safety control means for hydraulic vehicle-brakes, the principal object being to provide means, auxiliary to the conventional hydraulic brake operating mechanism, whereby such brakes may be conveniently locked hydraulically when desired.

Other object and advantages of the specific ,structure'employed will appear in the further description thereof.

Referring now to the accompanying drawing, forming part of this application, and wherein like reference characters-indicate like parts:

Figure 1 is a central ve a1 section on the line l-,-l,- i 8ure Qsthrou theauxiliary, contrcl unit, and with 'th ectric connections tically. v of Figure 1.

the line=23. Figure 2 Figure 4 is a view s to Figure 3 of the valve. control in the opposite position to that shown in Figure 3. Y

The auxiliary control means is installed in the fluid pipe leading fronijftliemaster cylinder and reservoir to the brake ":;the vehicle, and the terminal connections or aid fluid pipe to the valve cylinder 2 of su hunit is clearly illustrated at I and 2 of the dra Within the (Mind cable multi-spool-lik the hea s, i,. sa .d--P1s.

are-incorporated suitup washers illustrated at 5, 6 and 1, the o pct. of which will be de scribed later. The {piston}! is of floating type and controlled as by' itable adjustable piston rod sections U and which extend beyond the opposite ends of th linder 3 and are conable operating shaft It,

stalled thereabove withelectrically controlled parallel therewith n in the housing l| This latter carries spa-t d electro-magnets l2 and i3, and centraily-lfoi-fthe shaft l0, is'carried an upstanding armaturejl-l extendingintermediate of said magnets are alternately functioning therebetweenand controlled thereby .tor operat J ing said shaft. x e v The connections of the short terminal pistons 8 and 9 to their respective ends oi'theshaft ID V are accomplished as'by short link like members,

8- is installed a reciproton valve 4, and within becomes the operating shaft of the spool valve or piston 4.

It will be noted that the cup washers and i I uponthe valve 4 at -either terminal of the anboth oi'the cup washers 6 and I are so disposed are. alternately energized.

.- it is preferred that the ments andmade read y adjustable thereupon to comp'ensatei'or varied-requirements of such, and due to such connections, obviously, the shaft l0 18 thereof upon their nular port iii are so disposed as to prevent the liquid from passing out of said port except to wards and into the smaller port l1, and that as to prevent the fluid from passing in either direction from the port ll except into the fluid pipe connection 2, thus providing positive means of holding the brakes applied when the'yalve I is in the position shown in Figure i of thedrawingesaid valve 4 havingof course assumed that position by action of the"electro magnet 12, it havin previously been in the position shown in Figuresl and 3 of the drawing, by the'action of theelectro-magnet l3 and at which time the fluid was free to enter the port It, when the brakes were applied.

' Hereit is to be noted that each magnet I2 I3 is provided with integral hood-like extensions inner opposed faces and partly surrounding the armature H to assist in the'qjuicker action of same when the magnet's .;While therele'ctric circuit for operating-this auxiliary unit may be independently operated, 7 same be directly' associated with the ignition switch of the, vehicle upon which it is installed, andqtheydiagrammatic,

showing of such circuit is that illustratediin connection with Figure acting solenoid |9 ,i9' is installed within "the two circuits shown-at 20 ignition switch. 30.

ed thereon the-contact armature 24 which alternately mak s contaot with the spaced contacts 32-32 of thef circuit 25, and the contacts 33.33 of the cl t 28. Within 1;

stalled a ',e,2l that it may alternately function in closing' the main circuits 2! and 26 tothe electro-magnets J2, and l, ,,respectively. Obviously, it is only necessary for: e circuit 25 .orthecircuit 26 to for-,. sufllcient length of time to permit-1th magnet izor it td-draw the armature an itsv associated valve from one position to the re: the drawing. K' l and 2| controlled by thef The solenoid is provided h with the reciprocable iron core 3| having mountb a en-g.

, noid scthatwh "eitherpu i have: pair oi exp a-cither lide eg th other, and thereiore D n ems M armeture ru-"be vone or-theotheroifsaid springsv'ed to a neutral position;

By such connection vit is readily apparent that when me circuit if'has-beencjclosed by action' of the push-buttonifl, after the brakeshave been set and the ignition key removed, the actionof the solenoid I! will close'the circuit 25 to the magnet 12 which will draw thearmature' It and valve- 4 to its opposite position and prevent fluid passing through the cylinder 3, and thus the brakes will remain set, since the fluid-pressure thereto cannotrbe released until the ignition circuit is closed and the armature ll. moved to its opposite position by the closing of the opposite circuits 2i and 26, and which will obviously open communication in the brake fluid line.

By this ignition circuit control of the electric circuits which operate the auxiliary 'unit,, it -is apparent that the auxiliary unit is directly connected to the battery only when being operated.

solethe'action of spaced magnets, a shaft adjacent said magnets, an armature reciprdcabie between said magnets andlongitudinally adjustably mounted upon said shaft, adjustable means connecting said shaft and said piston, and manuallybontrolled means I for energizing either magnet whereby said piston Having thus described my invention, what=I claim and desire to secure by Letters Patent, isi

1. In a motor vehicle having an electric igni; tion system and hydraulically operated brakes, a cylinder having intake and exhaust ports com-- municating with the main fluid line of said brakes whereby the fluid must pass into and out 01' said cylinder to control said brakes, a spool piston within said cylinder, movable to prevent passage 01' said fluid from one port to another,

may be moved to control flowofsaidfiuid to said brakes. a 2. 'In' a motor vehicle having an electric ignition system and hydraulically operated brakes, a cylinder having intake and exhaust ports communicating with the main fluid line 01' said brakes whereby to control the flow of fluid thereto, a spool piston within said cylinder for the control of said ports, spaced magnets, an armature reciprocable between said magnets, adjustable means for connecting said armature and said piston, and means for energizing either magnet whereby said piston may be moved to control flow of said fluid to said brakes.

3. In a motor vehicle having an electric ignition system and hydraulically operated brakes, a cylinder having intake and exhaust ports communicatlng with the main fluid line of said brakes whereby to control the flow of fluid thereto, a spool piston within said cylinder for the control of said ports, spaced magnets, an armature reciprocable between said magnets, adjustable means for connecting said armature and said piston, and auxiliary electric circuits operable when the ignition circuit is closed for I -selectively energizing said magnets whereby said piston may be moved to control flow of said fluid to'said brakes.

' I GRQVER c. MOSHER. 

